Controlling mechanism for model railroads



y 1941- c. E.. J. MODJESKI 2,241,471

.CONTROLLING MECHANISM FOR MODEL RAILROADS 2 Sheets-Sheet 1 Filed Feb. 13, 1939 a a/ a v/z I A y rrayn/e ni.

y 1941' c. E. J. MODJESKI 2,241,471

CONTROLLING MECHANISM FOR MODEL RAILROADS Filed Feb. 15, 1939 2 Sheets-Sheet 2 r I m'rawm W/r/VESS: ar 5 00/ lg? Patented May 13, 1941 CONTROLLING MECHANISM FOR MODEL RAILROADS Charles E. J. Modjeski, Philadelphia, Pa.

Application February 13, 1939, Serial No. 256,037

4 Claims.

This invention relates to a controlling mechanism for model railroads, particularly designed for the control of elaborate cycles of operation of a plurality of trains.

In the use of model railroads, it is generally desired by an operator to eiiect more than a monotonous repetition of a single cycle of operation. Accordingly, it is quite common for operators of such railroads to provide automatic switches actuated by relays to provide interlocking controls for a plurality of trains to effect their operation without collisions. Usually, such arrangements involve thevcontrol of one train by anotherif a collision is imminent.

Such systems are generally subject to several drawbacks. The first is that the relay system very rapidly increases in complexity and cost with increase in elaborateness of the control. Secondly, such arrangements generally fall short of expectations because the desired complication of operation is prevented by the fact that one train will operate faster than the other and so eliminate the possibilities of operation which would occur if the slower train sometimes beat the faster train to a control point. A third objection is that the small motors used in trains are subject to large speed variations for small changes in applied voltage, and accordingly when the power supply system is unloaded by the cutting off of current from one train, the other'will generally speed up to an objectionable extent. When the two are running, furthermore, robbing of one by the other occurs and usually attainment of nearly equal speeds is impossible. The main object of the present invention is the provision of a controlling system which overcomes the disadvantages referred to above. By its use extremely elaborate cycles of operations may be provided with relatively simple mechanism which does not have an increased cost dependent upon the elaborateness of the cycle. In addition to securing proper operation, furthermore, it is of such nature as to challenge the ingenuity of the operator, who is able to change the cycles quite freely in accordance with his desires, but in doing so must be able to clearly foresee the matters which he must take into consideration. Thus the apparatus provides an-extremely interesting puzzle for the operator to work out to insure operation in accordance with his desires. A single controlling mechanism merely by adjustment of its variable elements may be made to control operation on'widely divergent track layouts. H

The improved controllingsystem, furthermore,

CJI

provides for the independent supply of power to the various trains, which may be operated so as to prevent their robbing each other to thereby insure smooth operation.

Broadly stated, the improved controlling mechanism involves the use of a controlling means adapted to be intermittently advanced to occupy positions predetermining the ends of separate periods of operation. The end of each such period results upon the occurrence of predetermined simultaneous events which, in general, take the form of simultaneous location of the various trains of the system on certain parts of the track. Immediately upon the termination of anysuch period by the simultaneous events, the controlling mechanism is advanced to effect continued operation and predetermine future simultaneous events which will terminate the new period. The controlling means is then again advanced and so on.

The broad and specific objects of the invention will become apparent from consideration of the accompanying drawings, in which:

Figure 1 is a diagrammatic view of the third rail arrangement of a track layout utilizing the controlling mechanism;

Figure 2 is a further diagrammatic view illustrating the nature of conditions arising when there occur the simultaneous events ending one cycle and beginning the next;

Figure 3 is a perspective view of diagrammatic nature indicating the mechanical parts of the controlling mechanism; and

Figure 4 is a wiring diagram illustrating the mode of operation of the controlling mechanism.

In Figure 1 there is illustrated a typical track layout which will serve for purposes of illustration. In this figure there are illustrated only the third rail sections of the track, which are insulated from each other as indicated by the breaks. It will be obvious that the invention is applicable to a two rail system merely by having one of the rails comprise insulated sections similar to the insulated sections of third rail of the modification which is disclosed. In order to avoid confusion, the following description will be made with respect to a three rail system.

The track layout illustrated in Figure 1 comprises the third rail sections l 2, 3, 4, 5, 6, I and 8, which are to be variably and selectively energized. In addition, the layout comprises such sections as the switch sections S1, S2, S3 and S4 and the cross-over section Z, which sections may be continuously energized by either one of the transformers used in the selective parts of the through droppin resistors. bers 24, adaptedto be lifted by insulating pins system or by a separate transformer. In addition to these sections there may, of course, be continuously energized straight or curved sec tions which are not to take part in the selective operation. The outer rails of the system may be connected together electrically and will be considered for purposes of description as grounded.

Referring now to Figure 3 there is disclosed therein the mechanical selecting arrangement comprising cylinders X, A, B and C, insulated from each other and from a common shaft, which is driven through reduction gearing l8 by a motor M. Driven also through the reduction gearing I8 is a contact segment [6 with which cooperates a fixed brush I4. The member [6' may be in the form of a disc having a portion of its periphery cut away as illustrated- .It will be evident hereafter that the cylinders may be advanced by a solenoid operated ratchet arrangecycle of operation. In general, it is desirable to have'the number of these columnsfrom eight upwards. The complexity of the cycle, as will be seen, is dependent upon the number of these columns.

The number of circular rows of holes is also desirably fairly large to take care of complicated track layouts. If the maximum complexity of the track layout is to involve eight control sec- The number of columns of tions, as indicated in Figure 1, there would be I,

needed only eight rows of holes, but it is desirable to provide more than this number so as to take care of more complicated track layouts.

Insulatin pins 20 and conductive pins 2'2are provided to be variably inserted in the various holes of the cylinders, the'insulating pins being used in cylinder X and conductive pins in cylinders A, B and C. These pins are adapted to act upon switch elements'24, 26, 28 and 130', illustrated particularly'in the diagram of Figure 4, there being a number of these switch elements corresponding to the circular rows of holes of the cylinders.

Brushes 32, 34 and 3B are provided to make per contacts 38 connected to transformer T and lower contacts 40 connected to transformer T. The subscripts used in Figure 4 are for the purpose of indicating the corresponding circular rows of holes in the cylinders.

Each switch member 24 is connected to a corresponding contact 42 adapted to be engaged by a corresponding switch member 26 cooperating with the cylinder A. The conducting pins 22 of the cylinder A have a dual function of lifting the switch members 26 away from contacts 42 and of completing electrical connections between the switch members 26 and the cylinder A and brush Each of the switch members 26 is in turn connected to a corresponding contact 44 engageable by a corresponding switch member 28 associated with the cylinder B. The conducting pins 22 on the cylinder B function in the same fashion as the, pins of cylinder A to lift their switch members away from contact 44 and complete electrical connection between the switch members 28 and cylinder B and brush 34.

The switch members 28 are respectively connected to the track sections numbered I to 8 and illustrated diagrammatically in Figure 4. Thus it will be 'seen that the rows of holes in the cylinders X, A and B, their pins and corresponding switch members bearin a certain subscript in Figure 4 relate to control of the rail section having the same number as the subscript.

The cylinder C, its conducting pins 22 and switch members 30 are not related to the track sections, as in the 'case of the other cylinders, but are rather arranged for the actuation of switches, signals and other desirable auxiliaries, such as whistle controlling devices, during the cycle of operation. In other words, the cylinder C provides for the possibility of variously controlling auxiliaries in the various periods of a cycle of operation, being preferably provided with a number of axiallyextending columns of holes corresponding to the axially extendin columns of holes of cylinder A or cylinder B. The auxilcontinuous, contacts with the metal cylinders'A,

B and C, respectively.

The drive of the cylinders andthe segment I6 'is so arranged that the segment l6 will make a The wiring diagram of the apparatus is illustrated in Figurev 4. To insure proper independent operation of two trains there are provided the two power transformers T and T'., Ifthe system is to be operated on direct curr-ent, it will be obvious that the various transformers would be replaced bysuitable batteries. Proper driving power may also be secured from either an alternating ,or direct high voltage source The switchmem- 20 on the cylinder X, may selectively engage upiariesl neednotflbear any particular relationship to the track sections. The control of auxiliaries is preferably effected through a separate transformer T" so that their operation will not be affected-by and willinot affect the operation of the trains.

At. the upper portion Qr Figure 4 there is illustrated; the wiring arrangement for control of operation of the motor A. transformer indicatedat To has its, secondary connected in series with a! e y R to'blfllshes 32 and 34; which make continuous contact with the conducting cylinde'r-s'A and B. The armature I'll of the relay B is adapted to be attracted when the, relay is energized to close a contact at l2 placing the motor M across the line. In parallel with this. contact isarraHEd the br l$hl4 and segment 16. The provision of the relay in conjunction with the segment is -'to insure that the ,segmentwill be given acomplete revolution at each operation of the motor with acorresponding completion of ,advance .-of; the cylinders. through the angular spacing between, adjacent columns of holes.

. The operation of the arrangement maybe best deseribedby consideration of a Specificperiod of a oyole of operation involving the use of'the tracl; layout of. Figure l.- For any given position of the cylinders, it will be obvious that the-absence of a pin in corresponding rows and columns of cylinders A and B will result in energization of the corresponding rail sections. The presence of pins, for example, at B1 and A4 will result in deenergizing the corresponding sections I and 4 of rail. For purposes of preliminary discussion of the operation, it may be assumed that contacts 42 are connected to a power source Without considering whether the power is supplied by transformer T or T. r

Assume that the trains are initially on the sections 2 and 8 of the track, as indicated at L1 and L2. Assume also that the cylinders A and B have been turned sufficiently to result in the breaking of the contact at B1 between contact 44 and switch member 28 and at A; as illustrated in Figure 4. Both sections 2 and 8 of the rail will be energized and the trains L1 and L2 can start travelling about the track.

As the trains travel around the track they will now find sections I and 4 deenergized. At the same time, however, track I is connected through switch member 28, pin 22 in row B1 and cylinder B to the brush 34 and section 4 is connected through a switch member 28 and contact 44 and a switch member 26 and. contact 22 at A4 to the cylinder A and brush 32. Let it be assumed that switch S3 was thrown by a momentary contact at C1 so as to direct the train L1 from the section 2 through S3 to section 3 and thence through Z to 4. Switch S1 will also have been set to direct train L2 through S4 and 5 and S1 to the section I. Eventually, therefore, both the trains will assume the positions indicated at U1 and U2. As they enter the dead sections I and 4 they will come to rest or coast.

As soon as both trains reach these sections I and 4, however, there occurs a completion of the relay circuit R, as will be evident from Figures 2 and 4. Figure 2 shows that the motor M1 of the train L1 will be across the third rail section 4 and the outer grounded track rail. Likewise, the motor M2 of the train L2 will be across the third rail section I and.- the grounded outer rail. This, it will be evident, will efiect connection, as indicated by the arrows B1 and A4 in Figure 2, to the pins in these positions now engaging switch members 26 and 28, and hence the circuit of the secondary of transformer T0 is completed through the motors of the trains. Since the relay R is designed to operate on relatively little current, the current flowing through the motors M1 and M2 will not sufiice to operate the trains, but relay R will be energized to attract its armature I0 and close contact at I2. As soon as that contact is closed, the motor M starts operating to advance the cylinders. The arrangement is preferably such that the advance of the cylinders takes place quite rapidly, though sufiiciently slowly to throw the switches as described below. The contact of brush I4 and segment I6 takes place almost im-- mediately, and at any rate, before relay R is deenergized, and consequently the motor will continue to be energized from the shunt circuit. The rotations of the pins 22 at B1 and A; will serve first to close the contacts at 42 and 44 to energize the sections I and 4 and then break contacts between the pins 22 and the switch members 26 and 28, thus opening the relay circuit and Permitting it to drop its armature ID. The motor will continue to operate until a complete revolution of the segment IB is effected, whereupon its circuit will be opened and it will come to rest. As it comes to rest and the completion of the step of 7 pair of stopping positions for the trains. One or both of these newly deenergized sections may be the same as the sections previously deenerg-ized, if it is desired to have a train remain in --the same section through an entire succeeding period. In such case it is desirable to provide a bridging member instead of pins 22 to prevent momentary energization of the train asthe cylinders revolve. The bridging member may take the form of two pins connected by a bar to keep the contact broken during movements of the cylinder.

During the advance of the cylinders the auxiliaries, such as the switches, may be variously arranged to direct the trains through proper paths to the next pair of deenergized sections. When such sections are reached, the trains will come to rest or coast and the selecting mechanism will be again operated to predetermine the next period of operation.

To prevent undue heating of the switching solenoids, they are preferably only momentarily energized during movements of the cylinders. Hence the stationary positions of the cylinders involve absence of contacts between pins 22 and switches 30, the pins making and breaking contact with the switches during cylinder movements, as indicated in Figure 4.

It will be seen from the above that the arrangemerit requires considerable ingenuity in the proper placement of the pins in the cylinders to secure the desired operative sequence of periods. Thus, an interesting puzzle is provided, though for securing theultimate ends desired no more mechanical manipulation is involved than changing of positions of pins in the cylinders and possible changes in wiring to the various sections of the tracks and auxiliaries. For each switch there should, of course, be provided two contact members 30, energization of one of which will throw the switch in one direction and energization oi the other of which will throw the switch in the opposite direction. Thus the four track switches illustrated would require eight switch members 30. Additional switch members may be provided for other auxiliary devices.

The use of a pair of transformers T and T and energization of the various track sections from the alternative transformers through the cylinder X takes care of separate energizations for the trains. During any period, for example, the sections in the path of one of the trains may be energized by the transformer T and the sections in'the path of the other by the trans former T. Thus neither of them will interfere with the operation of the other. In some instances, it may be necessary to have them energized from the same transformer, but that is not particularly objectionable if both trains have already acquired considerable momentum. What is avoided, however, is the objectionable feature involved in having one of the trains run away when the connections to the other are interrupted, though adjustments are made for normal speeds with both running. The transformers T and T should, of course, be similar in output voltage and phase connections so that under certain circumstances they might operate in parallel without producing any short circuit. It may be remarked that momentarily accidental connections may result, for example, from energization of tracks I and 4, while they are still connected in the relay circuit. Any auxiliary energization of the relay at this time, however, is not objectionable, since it will 00-.

cur only during a period of operation of the motor M. It may be avoided, however, by stag gering slightly the p ns in A and B with respec 7 Patent is:

- 1. Apparatus for the control of a plurality of toy trains on a track arrangement having a plurality of propulsion current supplying sections comprising a controlling device adapted to assume a plurality of positions, each of which determines selective energization or deenergization of said sections, and means for advancing said controlling device intermittently by reason of attainment of a predetermined position by each of a plurality of the trains to effect variations in the selective energization or deenergization of Said sections. v

. 2. Apparatus for the control of a plurality of toy trains on a track arrangement having a plurality of propulsion current supplying sections of said sections, and means for advancing said controlling device intermittently by reason of attainment of a predetermined position on a deenergized section of the track arrangement by each of a plurality of the trains to effect vartions in the selective energization 0r deenergization of said sections.

3. Apparatus for the control of a plurality of toy trains on a track arrangement having a plurality of propulsion current supplying sections comprising a cyclically moving controlling device adapted to assume a plurality of positions, each of which determines selective energizatlon or deenergization of said sections, and means for advancing said controlling device intermittently by reason of attainment of a. predetermined position by each of a plurality of the trains to eiiect variations in the selective energization or deenergization of said sections,

4. Apparatus for the control of a plurality of toy trains on a track arrangement having a plurality of propulsion current supplying sections comprising a cyclically moving controlling device adapted to assume a plurality of positions, each of which determines selective energization or 'dee'nergization of said sections, and means for advancing said controlling device intermittently by reason of attainment of a predetermined position one. deenergized section of the track arrangement by each of a plurality of the trains to effect variations in the selective energization or deenergization of said sections.

CHARLES E. J. MODJESKI. 

